William i



(No Model.)

W. H. CLARKE.

STEAM AND AIR BRAKE SYSTEM.

Patented Dec. 29, 1885.

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N. vrrzns, Fhcto-Lhhognphar, Washington. D. c.

Mrs TATES WILLIAM H. CLARKE, OF BROOKLYN, NEW YORK.

STEAM AND AIR BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 333,197, dated December29, 1885.

Application filed September 529, 1885. Serial No. 178,509. (No model.)

of Brooklyn, in the county of Kings and State of New York, have inventedcertain new and useful Improvements in Steam and Air Brake Systems, ofwhich the following is a specification.

My invention relates to the regulation of the motion of railway-trains,and to the class or systems of regulation in which the momentum of themoving mass of cars and locomotives is stored up for use, either toimmediately operate the ordinary brakes or to start the train, or tomaintain its motion after once accomplished, or to operate thelocomotive whistle or bell or other devices common or not common tolocomotives and cars.

The object of the invention is to provide means which shall be such animprovement upon those heretofore invented that the result accomplishedwill be so practical and superior and saving of fuel that it will atonce become the popular system and be common to all railroads.

The elements relating directly or indirectly to my invention are anair-chamber in the boiler, a compressing air-pump, a steam airpump-i.e.,apump operated by steam-mechanism geared to said compressingair'pump, and operated by the driving-wheel of the locomotive, brakes ofthe ordinary kind ,and geared to a piston of a cylinder adapted toreceive a gas under pressure, and suitable pipes connecting theabove-named elements, as particularly hereinafter set forth. I

Figure 1 is a general view of the locomotive, while Fig. 2 shows one ofthe details.

As shown, the locomotive, together with its adjuncts, consists of aboiler divided into the two chambers A and B, the former serving forwater and steam, and the latter for air, pipes 0 (shown in dotted lines)passing from the furnace D, through the boiler, into the blastchamber E,a compressing air-pump, F, located underneath the boiler and geared tothe shaft Gr, provided with the crank H and two small wheels, I, whichpress upon the peripheries of the driving-wheels J, suspended levers K,which uphold the said small wheels, and which are geared by theconnecting-rod L to the piston M of the cylinder N, brake-blocks O,geared to the piston P of the cylinder Q, a

steam air-pump, R, the ordinary steam-cylinder, S, a main air-pipe, T,leading from the air-chamber B, a pipe, U, provided with the valve V,and connecting the pipe T with the ordinary steam-cylinder, S, a pipe,X. connecting the cylinder N with the pipe T through the three-way valveY, which has a third pipe, Z,

leading to the outside atmosphere, a pipe, at, connecting the air-pump Fwith the air-chamber B, a pipe, I), having valve 0, connecting the steamair-pump R with the steam-chamber A, a pipe, d, provided with a valve,6, and connecting the pipe T with the cylinder Q, the

usual eXhaustpipe, f, of the steam-cylinder,

and the gageg connecting with the pipe T. The momentum of the train orthe rotation of the driving-wheels cause air to be pumped into theair-chamber through the means consisting of the gearing and air-pumpboth operated by said driving-wheels. Subsequently this air may beemployed for the same purposes as the steam itself, although the airwill never do as much work in total as it consumed, for a portion of theenergy is practically lost in the form of heat produced by friction. Thecylinder N has a piston which, when pressed downward by admitted airunder pressure, causes the wheels I, by means of any intermediategearing, to be pressed against the driving-wheels, so that motion willbecommunicated from the latter wheels to the former wheels.

While standing at a station the steam airpump may utilize thesteam-power by pumping air into the air-chamber, and when the train isto be stopped very suddenly the brakes may be operated by the stored-upair, and the wheels I may also be set into operation, so that the workconsumed in the said operation will tend to stop the train as well asthe brakes.

Under ordinary circumstances the force needed to pump air into thecylinder will be sufficient to stop the train, especially as theback-pressure, tending to resist the motion of the air-pump piston,rapidly becomes greater and greater until, when this back-pressure andthe momentum of the train balance each other the train halts.

What I claim is- 1. In a locomotive, the combination of a boiler, anair-chamber located in said boiler, a compressing air-pump, a pipeconnecting said air-chamber with said pump, a pair of wheels pressingagainst the peripheries of two opposite driving-wheels, a shaft providedwith a crank and connecting the wheels of said pair, and aconnecting-rod connecting said crank to the piston-rod of said pump,substantially as and for the purpose specified hereinbefore.

2. In a locomotive, the combination of a boiler, an air-chamber locatedin said boiler, a compressing air-pump, brake-blocks geared to a piston,a cylinder containing said piston, a pipe connecting said cylinder withsaid airchamber, a pair of wheels pressing upon the peripheries of apair of driving-wheels of the locomotive, a shaft provided with a crank,and connecting wheels which press against the said driving-wheels, and apiston-rod connecting the said crank with the piston-rod of said pump,substantially as and for the purpose set forth and described in theannexed specification and drawings.

3. In a locomotive, the combination of a boiler, pipes passing throughits entire length from the furnace to the draft-chamber, a par titiondividing the said boiler into two parts, one of which is the boilerproper, and theother an air-compartment, a steam air-pump, and a pipeconnecting said pump with said air-chamber, substantially as and for thepurpose set forth.

4. In a locomotive, the combination of a boiler divided into anair-chamber and a water-chamber, a steam air-pump, pipes connecting saidpump with said water and air chambers, respectively, brake blockspressing against the peripheries of the driving-wheels of the locomotiveand geared to a piston, a cylinder containing said piston, and a pipeconnecting said cylinder with said air-chamber, substantially as and forthe purpose set forth.

5. In a locomotive, the combination of a chamber containing compressedair, a cylinder, a pipe connecting said cylinder and said chamber, apiston in said cylinder, gearing connected with the driving-wheels, anda lever connecting said gearing with said piston, and said gearing alsobeing connected with an aircompressing pump, which in turn is providedwith a pipe which connects with the said chamber, substantially as andfor the purpose described.

In testimony that I claim the foregoing as my invention I have signed myname, in presence of two witnesses, this th day of September, 1885.

WILLIAM H. CLARKE.

Witnesses:

EDWARD P. THOMPSON, THEODORE D. R1011.

